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(No Model.) 12 Sheet sSheet 1.

F. U. ADAMS-Q AIR SUPPLY DEVICE FOR RAILWAY CARS.

No. 489,910. Patented Jan. '17, 1893.

(No Model.) I 12 Sheets-Sheet 2. F. U. ADAMS.

I AIR SUPPLY DEVICE FOR RAILWAY (JARS. No. 489,910. Patented Jan. 1'7, 1893.

12 Sheets-Sheet 3.

(No Model.)

P. U. ADAMS. AIR SUPPLY DEVICE FOR RAILWAY CARS.

Patented Jan. 17, 1893.

12 Shets-Sheet 5.

( No Model.)

F U ADAMS AIR SUPPLY DEVICE FOR RAILWAY EARS.

No. 489,910. Patented Jan. 1'7, 1898..

(No Model.) 12 Bheetse-sheet 6..

- P. U. ADAMS. AIR SUPPLY DEVICE FOR RAILWAY CARS. No. 489,910. Patented Jan. 17, 1893.

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P. U. ADAMS. 7 AIR SUPPLY DEVICE FOR RAILWAY CARS. No. 489,910. Patented Jan. 17, 1893.

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(No Model.) 12 Sheet-Sheet 8.

Fl]. ADAMS. ,AIR SUPPLY DEVIGEPOR RAILWAY CARS. No. 489,910. v Patented Jam 17, 1893.

(No Model.) 12 Sl1eets-Sheet 9.

F. U. ADAMS.

- AIR SUPPLY DEVICE FOR RAILWAY CARS.

PatentedJan. 17, 1893.

I! ll x 12 Sheets-Sheet 10;

(No Model.)

I. U. ADAMS. AIR SUPPLY DEVICE FOR RAILWAY CARS. N0. 4 9,9 0.

gi V 7 h 7 lil'lll'l i i i i g Patented Jan. 17, 1893.

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P. U. ADAMS. AIR SUPPLY DEVICE FOR RAILWAY (JARS.

Patented Jan. 17, 1893.

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(No Model.) 12 Sheets-Sheet 12.

P. U. ADAMS.

AIR SUPPLY DEVICE PO-R RAILWAY CARS. No. 489,910. Patented Jan. 17, 1893.

TATES PATENT QFFICE.

FREDERICK U. ADAMS, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO ROBERT S. MCCORMICK, OF SAME PLACE.

AIR-SUPPLY DEVICE FOR RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 489,910, dated January 17, 1893.

Application filed February 8, 1892. Serial No. 420,747. (No model.)

To all whom it may concern: Fig. 7 is a horizontal section in the indirect Be it known that I, FREDERICK U. ADAMS, line 77 of Fig. 6. Fig. 8 is a central, vertiof Chicago, in the county of Cook and State cal section of the rear end of the tender. of Illinois, have invented certain new and use Fig. 9 is a horizontal section of the front por- 55 ful Improvements in Air-Supply Devices for tion of the tender through the cold air pipes. Railway-Cars; and I do hereby declare that Fig. 10 is a central vertical section in the line the following is a full, clear, and exact descripl010 of Fig. 11 looking forwardly, said view tion thereof, reference being had to the acrepresenting the rear end of the tender as becompanying drawings, and to the letters of ing adapted to couple with the front of an ad- 10' reference marked thereon, which form a part jaoent car by means of a flexible hood and of this specification. provided with a rear platform. Parts of the This invention relates to a system of air hot and cold air pipes are in this figure also supply for the interior of the passenger cars shown broken away. Fig. 11 is a horizontal of railway trains and has for its object to prosection of the rear end of a tender and the I 5 vide a construction by which, in cold weather, front end of a car coupled therewith, in the the air delivered into a car may be brought line 11-11 of Fig. 10. Fig. 12 is a transverse to the desired temperature before or at the vertical section of a car in the line 12-12 of time of its admission, and by which any de- Figs. 11, 13 and 14. Fig. 13 is a central versired temperature may be given to the intetical section in the line 13-13 of Figs. 11 and 2o rior of either car of a train independently of 12. Fig. 14 is a horizontal section in the line that of any other car. let-14. of Figs. 12 and 13. Fig. 15 illustrates The invention has special significance and a modification of Fig. 10. Fig. 16 is a horiutility in connection with cars constructed Zontal section in the line 1616 of Fig 15. for high speeds and which therefore should The passenger car as here shown in illus- 25 not be supplied with fresh air for the occutration of my invention has two main air fines pants through open doors or windows. extending longitudinally through it, one for The invention is illustrated in connection warm and the other for cool air, the warm air with cars and an engine provided with housflue being arranged beneath and partially ings which contribute to the attainment of embraced by the cool air flue while its lower 0 higher speeds than are common by lessening surface is exposed to the car interior. By the atmospheric resistance,but these features this means any heat radiated from the warm are not herein claimed. air pipe is taken up by the air within the car In the accompanying drawings which illusor by the cool air in the adjacent cool air trate a practical form of my present invenpipe. Except in those claims which specifi- 3 5 tion: Figure 1 is a front view of the engine or cally define this construction, however, the inlocomotive, houses as proposed for high speed, vention is not limited to the said particular and showing at its front, inlets of two air arrangement. ducts for the admission of air to be heated on The illustrations further show branched its way to the train. Fig. 2 is a transverse flues or ducts leading from both the main air 0 40 vertical section of the engine in front of the fines to common openings which deliver into driving wheels. Fig. 3 is a transverse vertithe car interior. This is an essential feature cal section of the engine between the driving of my invention and by it is attained the obwheels. Fig. 4 is a rear end elevation of the ject of initially delivering air into the car inlower portion of the locomotive, showing the terior at the proper temperature, as distin- 5 45 air heating pipes applied thereto. Fig. 5 is a guished from the delivery of cool air at one front end view of the tender, parts being point thereof and warm air at another. broken away to illustrate the air passages Means are provided by which the relative leading from the engine. Fig. 6 is aside view quantities of warm and cool air taken from of the rear lower portion of the locomotive the main fines into the car interior may be too 50 and front lower portion of the tender, portions regulated to suit the comfort of passengers, being broken away to show the air passages. and the construction, as a whole, is such that the relative quantities of cool and warm air delivered into one car may be varied from those delivered into another, so that the temperatures of different cars'may be independently regulated and a desired temperature may be obtained in a car remote from the source of heat notwithstanding the loss of heat suffered by the warmed air on its way to such remote car. Both the cold and the warm air fines of the several ears open at their ends when the cars are detached and said pipes of the cars and tender register with each other at their ends so as to make the lines continuous throughout the train. The cool air may be taken into the appropriate flue either at the tender, at the head of a service car, or at any desired point upon the locomotive.

For the general purposes of my invention the air to be sent into the main warm air flue may be heated by any suitable means, being taken from a forward point on the train where it will enter free from dust and impurities. As here shown the air for this flue is taken into a pipe opening forwardly at the head of the locomotive whence it passes through ducts arranged adjacent to, or bounded by, heated surfaces of the locomotive.

More fully describing the devices here illustrated for admitting and regulating the distribution of air to the train, it will be seen from Figs. 2 and 3 that the boilerD of the 10- comotive is embraced by a shell D which incloses a space d around the boiler. Leading into this space are two pipes D which present their open ends at the frontof the boiler, as seen in Fig. 1. From the space 61 lead two pipes D as seen in Figs. 3 and 6, said pipes D being directed, first, downwardly and then rearwardly on opposite sides of the fire-box A and in contiguity with the latter, as illustrated in Figs. 2, 4 and 6. These pipes D terminate at their rear ends at or near the end of the cab of the locomotive and join with continuations D of said pipes attached to the tender B, by means of flexible and extensible connections or sections of pipe 01' (Figs. 4:, 5 and 6). The pipes D find their continuation in passages D located between the outer tank wall of the tender and the outer casing thereof, as shown especially in Figs. 5 and 6. The pipes D pass to the rear end of the tender where they are directed inwardly and converge in a single vertical pipe D, as indicated in Fig. 10. Above the lateral pipes D at the sides of the tender B, are pipes B which have their front ends open at the front of the tender, as indicated in Fig.9. These pipes or passages, which are intended to receive cold air for delivery into the cars of the train, are also directed inwardly at the rear end of the tender where they rise, as also shown in Fig. 10.

At the upper portion of the back of the tender are provided short sections of the main cold and warm air ducts which continue through all the cars of the train and which are respectively marked E and F in all the figures of the drawings wherein they appear; that is, E represents the cold air duct and F the warm air duct running from the tender to the rear of the train. As represented, for example, in Figs. 10, 11 and 13, the cold air duct E is broader than the warm air duct F and the warm air duct has its upper portion within the cold air duct. This is a preferable but not a necessary construction, the desirable object of such construction being to cause the cold air to pass as largely as practicable in contact with the thin wall of the warm air duct so that when both ducts are used, one for cold and the other for warm air, the cold air may take on aquantity of heatfrom the warm air by such contactwith the wall of the warm air duct. proceeds from a'heating device in a service car it may obviously be given the same relation to the cold air fine, if desired, in which case only cold air ducts will be provided on the tender or tender and engine.

The ducts or fines E and F are fixtures in the several cars and are provided at their ends with 'short flexible and extensible-sections which form a suitable close junction between the flnes or ducts of one car and those of the next, these connections, as illustrated, being similar to those set forth in one of my prior applications above mentioned; although for the purposes of the invention herein claimed, they may be of that or any other construction.

As illustrated in Figs. 11, 12, 13 and 14, each car is provided with lateral branches leading from the several main flues E and F into vertical branches provided with openings or registers for the delivery of their contents into the carat desirable points. In my preceding application, Serial No. 412,924, I have described the same distributing ducts in connection with a single main air duct, and have illustrated and explained substantially the same means that are herein shown for diverting a required amount of air from a main air duct into the lateral branches of each 'car. The only additional feature necessary to be here pointed out is that illustrated particularly in Figs. 11 and 12 in which it is shown that branches F lead from the main hot air pipe F into the branches E of the cold air flue E, and that the said branches F are provided with dampers or flues f. By these means it is evident that any relative quantity of warm air may be delivered with the cold air into the discharging dues, and also that either the cold air or the hot air may be cut off altogether, thus enabling the attendants to supply air of any desired temperature to the interior of any car.

In addition to the flue valves f for regulating the passage of hot air to the interior of the car, the hot air pipes are desirably provided with valves which may be controlled by the engineer or fireman, and one form and location of such valves are shown at B Figs. 5 and 6, applied to the tender. Their COHStI'lICr In case the warm air flue.

ITO

tion is obvious. Similar or any suitable form of valves may also be applied to the cold air pipes either in position to be operated by the engineer or by the conductor.

It will be observed that by the system above set forth the warmed air taken from the head of the train may be supplied in greater relative quantities to cars more remote from the source of heat, as will evidently be often required, for the reason that on its longer course to such cars it will have lost a portion of its heat and that, therefore, by the use of unequal quantities of warmed air, uniform temperatures maybe obtained in all of the cars or by use of appropriate proportions of warm and cool air in either car any desired temperature may be obtained for said car. It will also be observed that by commingling warm and cool airs before they are delivered into the car interior instead of admitting cold air at one opening and hot air at another, objectionable drafts and unequal temperatures will be avoided.

The contiguous relation of the hot and cold air pipes shown and described manifestly will give, if employed, the advantage of economy of heat, since the heat radiated from the hot air pipe will be taken up either by the cold air in the contiguous pipe or by the atmosphere within the car.

I claim as my invention:

1. In an air supply system for railway passenger trains, the combination, in a passenger car, of two main longitudinal pipes, one for cold and the other for heated air, adapted to communicate each with a corresponding pipe of an adjacent car, openings into the interior of the car and passages giving communication from both said main pipes to said openings, whereby warm and cold air, both derived from a source external to the car, may be mixed at or on their way to said openings.

2. In an air supply system for railway passenger trains, the combination, with a passenger car, of two main longitudinal pipes, one for cold and the other for warmed air, adapted to communicate with corresponding pipes on an adjacent car, distributing pipes adapted to deliver into the car interior and pipes leading from both main pipes to said distributing pipes.

3. In an air supply system for railway passenger trains, the combination, with a pas senger car, of two main longitudinal pipes, one for cold and the other for Warm air, adapted to communicate with corresponding pipes on an adjacent car, distributing pipes for deliverin g air at various points to the car interior, branch pipes leading from both main pipes to said distributing pipes, and means for controlling the relative quantities of air delivered from said main pipes to the distributing pipes.

at. In combination with a passenger car having two main longitudinal pipes, one for cold and the other for warmed air, passages leading from both said pipes to common openings into the car interior, and means for regulatin g the relative quantities of cold and warmed air on its way from the main pipes to said openings, a car or other member of the train provided with fixed sections of both cold and warm air pipes opening to the outer air at or near the head of the train, and means for heating the contents of the warm air pipe on its way to the passenger car.

5. In an air supply system for railway passenger trains, the combination, with a cold air main pipe extending lengthwise through a car or cars and taking its supply at or near the head of the train, and a second pipe for heated air also leading through the car or cars of the train, and meeting passages Within the car leading from both said pipes to common delivery openings into the car interior, of a du ct applied to the locomotive and heated from the heated surfaces of said locomotive, said pipe for heated air opening to the outer air and being adapted to connect With the car pipe for warmed air.

6. In an air supply system for supplying mingled hot and cold air to passenger cars of railway trains, the combination, with longitudinal hot and cold air pipes leading through a passenger car or cars of a train, of a fixed section of each of said pipes applied to the locomotive tender, the cold air pipe section opening at the tender into the outer air and the hot air section of pipe being extended into contiguity with heating surfaces of the locomotive and being open to receive air in front of such heating surfaces.

7. In an air supply system for railway trains, a fixed section of a main air supply pipe applied to the locomotive tender exterior to a side wall of the water tank and deflected inwardly at the rear of said tender into line with a central continuation of said pipe applied to an adjacent car.

8. In an air supply system for railway pas-' senger trains, the combination, with a passenger car, of two main longitudinal pipes, one for cold and the other for heated air, for the delivery of air to the interior of said car, said pipes having a common wall separating them whereby heat maybe transmitted from the hot air pipe to the contents of the cold air pipe.

9. In an air supply system for railway passenger trains, the combination, with a passenger car, of two main longitudinal pipes, one for cold and the other for heated air, for the delivery of air into the car interior, said two pipes being separated by a common wall and a portion of the wall inclosing the heated air pipe being exposed to the car interior.

In testimony that I claim the foregoing as my invention I aflix my signature in presence of two witnesses.

FREDERICK U. ADAMS.

Witnesses:

M. E. DAYTON, TAYLOR E. BROWN. 

